Active front deflector

ABSTRACT

An active front deflector assembly having a deflector panel, actuator, and linkage assemblies each with a predetermined ratio of the links to each other for motion of the deflector panel. The assembly deploys and retracts based on vehicle requirements, and, when deployed, redirects the air flow in the front of the vehicle to improve the vehicle aerodynamics for either fuel economy or performance characteristics. Additionally, it allows for the deflector panel to retract so the vehicle meets ground clearances, etc. The deflector panel is also both rigid and semi-rigid to absorb impact energy. The drive shaft transmits the drive from the actuator coupled to one linkage assembly to the other linkage assembly for moving the deflector panel between the deployed/retracted positions. The actuator is clutched to prevent damage to the system.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of a U.S. patent application Ser. No.16/555,722, filed Aug. 29, 2019, which is a continuation of a U.S.patent application Ser. No. 15/833,422, filed Dec. 6, 2017, issued asU.S. Pat. No. 10,435,084 on Oct. 8, 2019, which is a continuation ofU.S. patent application Ser. No. 15/318,193, filed Dec. 12, 2016, issuedas U.S. Pat. No. 9,950,754 on Apr. 24, 2018, which is a National Stageof International Application No. PCT/US2015/035105, filed Jun. 10, 2015,which claims the benefit of U.S. Provisional Patent Application No.62/010,840, filed Jun. 11, 2014. The disclosures of the aboveapplication applications are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a panel structure for use in an activefront deflector system for automotive applications.

BACKGROUND OF THE INVENTION

There is a considerable loss of aerodynamic efficiency in vehicles, inparticular, due to the airflow underneath and around a vehicle.Conventional structures, such as fixed panels or fixed airdeflectors/dams using flexible materials, are known and do not meetdesired requirements, including, but not limited to, conventionalstructures do not provide an effective sealed and clutchable actuatorwith communication capability and life cycle durability, a system thatis capable of object detection, or a system that is durable andaerodynamically effective. These fixed air deflector/dams are still acompromise as they cannot be made to the optimum height withoutcompromising specifications and compromising to other vehiclecapabilities. Further, these air dams even when flexible are stilldamaged during off-roading or when added ground clearance is needed.

Accordingly, there is a desire for an active front deflector thatprovides an aerodynamic surface for improved aerodynamic when deployed,but is retractable out of the way under predetermined conditions toreturn the vehicle to its initial design intent.

SUMMARY OF THE INVENTION

There is provided an aerodynamic surface which improves aerodynamicswhen deployed and is retractable out of the way to return the vehicle toits initial design intent, as well as capability to absorb impactsthrough a linkage arrangement and clutched drive system. The presentinvention is directed to an active front deflector assembly having adeflector panel that is movable with a clutched drive assembly attachedto a linkage arrangement. The active front deflector assembly is capableof absorbing impacts through this linkage arrangement and clutched driveassembly. The active front deflector assembly is retractable so that itdoes not compromise the vehicle capabilities for conditions such as whenadded ground clearance is needed, and is deployable for normal drivingconditions. When in the extended or deployed position, the deflectorpanel improves airflow under predetermined conditions. When in theretracted or stowed position, the deflector panel generally moves orfolds out of the way toward under the vehicle.

The active front deflector assembly has a four bar linkage arrangementwith ratios of the links to one another that are critical to the desiredmotion of the deflector panel. The actuator is also clutched to preventdamage to the system. In addition, a drive shaft transmits the driveforce from the left side to the right side of the linkage arrangement.The deflector panel is both rigid and semi-rigid to further help absorbimpact energy.

The retractable deflector located in the front of the vehicle under thevehicle body is capable of changing the vehicle aerodynamics. Thedeflector redirects the air flow in the front of the vehicle to improvethe vehicles aerodynamics for either fuel economy or performancecharacteristics. The deflector is held in place by two four bar linkageswith specific geometry that will allow them to absorb a large impact byfolding up and away from the impact to protect the system. This isachieved with a clutched drive system attached to the linkagearrangement.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a perspective view of a vehicle with an active front deflectorassembly in a deployed position, in accordance with the presentinvention;

FIG. 2 , is a perspective view of an active front deflector assemblyshown in a deployed position, in accordance with the present invention;

FIG. 3 , is an enlarged broken-away perspective view of depicting partof a linkage assembly and deflector panel of the active front deflectorsystem of FIG. 2 shown in a deployed position, in accordance with thepresent invention;

FIG. 4 is an enlarged sectional side view taken along 4-4 of FIG. 2depicting the deployed active front deflector assembly, in accordancewith the present invention;

FIG. 5 , is an enlarged broken-away side view of the active frontdeflector assembly of FIG. 2 shown in a retracted position, inaccordance with the present invention; and

FIG. 6 , is a schematic of linkage ratios of the active front deflectorassembly in a deployed position, in accordance with the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment(s) is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

Referring to FIGS. 1-6 generally, in accordance with the presentinvention, there is provided an active front deflector assemblygenerally shown at 10, movable between a stowed position (or “retracted”position) and a deployed position (or “extended” position) underpredetermined conditions. The active front deflector assembly providesan active full air deflector that deploys and retracts based on vehiclerequirements. This allows for a deployment lower than fixed panelsystems to significantly reduce drag, reduce emissions, improves fueleconomy, (and/or improve active grille shutter performance when used incombination with the active front deflector assembly). Additionally, itallows for the system to retract so the vehicle can still meet groundclearances, ramp angles, off-road requirements, etc. In the event ofimpact while the system is deployed, the actuator allows the system toretract and/or move freely to help prevent damage. These are significantimprovements over typical vehicle systems utilizing a fixed sacrificialpanel below and/or near the fascia to achieve basic and less effectiveaerodynamic improvements.

FIG. 1 is a perspective view of an active front deflector assembly 100shown in an environment of use attached to a vehicle 16, in accordancewith the present invention. This is typical of the environment and showsthe active front deflector system 100 in the deployed position, inaccordance with the present invention.

Referring to FIGS. 2-5 generally, in accordance with another embodimentof the present invention, there is provided an active front deflectorassembly generally shown at 10 movable between a stowed position (or“retracted” position) and a deployed position (or “extended” position)under predetermined conditions. The active front deflector assembly 10generally includes at least one deflector panel 1 that is made from asemi-rigid material with a rigid upper spine 2 portion. Most preferably,the semi-rigid and rigid portion are integrally formed.

The deflector panel 1 is coupled to at least two linkage assembliesgenerally shown at 12, 14 that are four bar linkages. The two four barlinkage assemblies 12, 14 are spaced apart a predetermined suitabledistance to provide strength, durability, and installation on thevehicle, while preventing binding and allowing smooth transitioningbetween the deployed and retracted positions.

Each linkage assembly 12, 14 has a drive link 3 and a follower link 4pivotally connected to a coupler link 5 and pivotally connected to afixed base link 6. The coupler link 5 also includes a mounting portion18, e.g., an integrally formed mounting bracket with apertures forreceiving fasteners, to operably couple each of the respective linkageassemblies 12, 14 to the rigid spine 2 of the deflector panel 1. In thisembodiment, there are two linkage assemblies 12, 14 used with eachactive front deflector assembly 10. However, it is within the scope ofthe invention that more or less linkage assemblies 12, 14 may be used,depending upon the length of the assembly 10 and particular application.

At least one fastener 20 (FIGS. 4-5 ) is used to connect each of themounting portions 18 to the rigid portion 2 of the deflector panel 1.

The assembly 10 is operably supported and connected to a fascia portionof the vehicle 16, bumper reinforcement, fenders, frame or any othervehicle structure or molding for securing the linkages of the assembly10 to the vehicle 16. The assembly 10 is attached to the underside ofthe vehicle 16 towards the front with at least two attachment brackets11 (FIG. 2 ). Each attachment bracket 11 is connected to the fixed baselink 6 of each linkage assembly 12, 14 with at least one fastener 22.Each of the linkage assemblies 12, 14 is then attached to the vehicle 16by at least one fastener 24. Each fastener 24 extends through acorresponding one of a plurality of first apertures 21 formed as part ofattachment brackets 11. All of the fasteners in this embodiment are nutand bolt combinations, but it is within the scope of the invention thatother fasteners, such as rivets, may be used as well.

The coupler link 5 includes at least two pairs of apertures throughwhich two additional fasteners 26 extend, respectively, and eachrespective fastener 26 also extends through a corresponding end of thedrive link 3 and follower link 4, e.g., through a cylindrical-shapedopening formed in the links 3, 4, thereby pivotably connecting the drivelink 3 and follower link 4 to the coupler link 5. The fixed base link 6also has at least one pair of apertures through which an additionalfastener extends, which fastener 26 also extends through a correspondingend of the follower link 4, thereby pivotably connecting the followerlink 4 to the fixed base link 6.

The coupler link 5, drive link 3, follower link 4, and fixed base link 6of the two four bar linkage assemblies 12, 14 are at predeterminedsuitable angles and ratios to each other to effectively move thedeflector panel 1 between the deployed and retracted position.

In the deployed position, each of the linkage assemblies 12, 14 form atrapezium shape. The angle between the fixed base link 6 and drive link3 in the deployed position is 75-85 degrees. The fixed base link 6 istwo times (2×) the length of the coupler link 5; and/or the drive link 3is three times (3×) the length of the coupler link 5; and/or thefollower link 4 is 3.875 times the length of the coupler link 5 (Seealso FIG. 6 ).

The two four bar linkage assemblies 12, 14 and the ratio of the links toeach other is critical to the motion of the deflector panel 1.

The active front deflector assembly 10 is attached to the underside ofthe vehicle towards the front, e.g., using attachment brackets 11 of thefixed base link 6 with fasteners. In the deployed position (generallydown) the deflector panel 1 is in the air flow (see FIG. 4 ); the rigidpart 2 is not in the air flow and is protected by the vehicle body 13.The deflector panel 1 interrupts the air flow (depicted as arrow in FIG.4 ) thereby improving the vehicle aerodynamics. However, this deployedpositioning reduces the vehicle ground clearance. When the vehicle needsits full ground clearance capabilities the deflector panel 1 isretracted (generally up) (e.g., see FIG. 5 ). This is achieved by theactuator 28 (FIG. 2 ).

At least the drive link 3 and follower link 4 each have strengtheningfeatures, e.g., such as generally a U-shape and/or other suitablestructure to add strength while minimizing weight, along its length fromone joint area to the other joint area of the links.

The drive links 3 also have at least one tab 30 that is downwardprojecting and is located such that when in the retracted position thetab 30 acts as a stop coming into contact with a respective upper raisedsegment 32 of the follower link 4.

One of the linkage assemblies 12, 14 e.g., the left hand four barlinkage 12, also has the actuator 28 coupled therewith. The linkageassemblies 12, 14 are connected to the deflector panel 1,2 and to adrive shaft 34 which is coupled to the actuator 28. The linkageassemblies 12, 14 are joined by the deflector 1, 2 (via coupler link 5of both linkages 12, 14) and the drive shaft 34. Retraction anddeployment of the active front deflector assembly 10 is achieved by theactuator 28.

The actuator 28 is attached to the drive shaft 34 which is attachedtoward the ends of the drive links 3 of both linkage assemblies 12, 14.The drive shaft 34 also extends through apertures formed in both fixedbase links 6 adjacent to the corresponding ends of the drive links 3. Inoperation the actuator 28 rotates the drive shaft 34 which rotates thedrive links 3 upward causing the follower 4 and coupler links 5 up andthe deflector panel 1 to rise and fold back out of the air flow (FIG. 5) to the retracted position. The actuator 28 rotates the drive shaft 34in the opposite direction to rotate the drive links 3 downward causingthe follower 4 and coupler links 5 down and the deflector panel 1 tolower and extend into the air flow (e.g., FIG. 4 ) to the deployedposition.

The actuator 28 is clutched to prevent damage to the system, which isanother significant advantage. The drive shaft 34 transmits the drivefrom the left side to the right side, or vice versa, depending on themounted location of the actuator 28. The deflector 1, 2 is both rigidand semi-rigid to absorb impact energy, which is yet another significantadvantage.

The actuator 28 is a rotary actuator, e.g., with feedback options,hex-type, screw-type drive, higher speed actuator, electric, mechanical,linear, e.g., with current override circuits, declutching, hydraulic,pneumatic, extending, power lift actuator, or any other actuator andcombinations thereof depending on the application and predeterminedvehicle needs.

In the event that an object strikes the deflector panel 1 in thedeployed position the system is designed to absorb the energy, but ifthe impact exceeds a predetermined set level it is released by theactuator's 28 internal clutch allowing it to move with the impactpreventing damage to the system.

In a preferred embodiment, the actuator 28 has internal clutching thatde-clutches or disengages gears allowing the deflector panel 1 to rotateor move out of the way under a predetermined condition to help preventdamage to the active front deflector assembly 10. By way of example,upon impact of a predetermined force to the deflector panel 1 theactuator 28 will clutch to disengage the gearing so that the deflectorpanel 1 can move freely out of the way.

The clutchable actuator 28 is sealed and has communication capabilitywith the vehicle 16. The actuator 28 and the vehicle 16 also communicateto deploy and retract the deflector panel 1 based upon predeterminedconditions such as vehicle speed, wind direction, yaw, etc, andcombinations thereof. By way of non-limiting example, the deflectorpanel 1 is retracted until the vehicle reaches a predetermined speed of30 miles per hour, e.g., about 30-40 mph, then the deflector panel 1 isextended and stays deployed until the vehicle drops back down to belowthe predetermined speed or other predetermined conditions for continueddeployment are no longer met.

Suitable electontronics most preferably, a shut off printed circuitboard (PCB) with connector contacts correlate with vehicle communicationnetworks for commanding a motor based upon predetermined conditions,e.g., commanding energizing of the motor correlating with predeterminedvehicle speed ranges. The PCB electronics senses current spike foroverride, which allows the clutch to disengage the drive system allowingit to rotate freely.

In the event that an object strikes the deflector panel 1 in thedeployed position the system is designed to absorb the energy, but ifthe impact exceeds a predetermined set level it is released by theactuator's internal clutch allowing it to move with the impactpreventing damage to the system. This motion is achieved with thegeometry of the four bar linkage systems 12, 14 and the ratio of thelinks to each other (FIG. 3 ).

When the deflector panel 1 is in the fully deployed position it extendsto about 90°. Accordingly, the deflector panel 1 extends generallyvertically along the vehicle 16 front to prevent air from ducking underand swirling under the vehicle 16 where it is turbulent due to all ofthe components under the vehicle 16, and reduces drag. The deflectorpanel 1 generally follows the curvature of the front end of the vehicleand/or can be scooped or concaved or other suitable shape/profile tofurther direct air flow depending on the application. When the deflectorpanel 1 is down in the deployed position it is extended generally aboutone quarter to one half of the distance to the traversed ground surface,preferably, about one third of the distance.

The deflector panel 1 is made of a composite plastic in this particularembodiment. However, it is also within the scope of the invention tomanufacture the deflector panel 1 of different materials such as steelor aluminum (depending on the particular application), painted carbonfiber, extruded rubber, or other suitable impact resistant material towithstand a predetermined load without departing from the scope of theinvention. Additionally, the deflector panel 1 may consist of a singlepiece, e.g., of molded composite plastic, or multiple pieces assembledtogether.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

What is claimed is:
 1. An active front deflector assembly adapted for avehicle, comprising: at least one deflector panel that selectivelydeploys and retracts, where the deployment of the deflector panel to atleast one deployed position improves aerodynamics by redirecting frontalair flow to prevent front air flow to the underbody of the vehicle; atleast two linkage assemblies attached to the deflector panel and adaptedto attach to the vehicle, each linkage assembly forming a trapeziumshape when in the deployed position; a drive shaft operably coupled tothe at least two linkage assemblies wherein the drive shaft transmitsthe drive from one linkage assembly to the other; and an actuatoroperably coupled to the linkage assemblies, where the actuator deploysand retracts the deflector panel under predetermined conditions.
 2. Theactive front deflector assembly of claim 1, wherein the deflector panelis semi-rigid with a rigid upper spine, to absorb impact energy.
 3. Theactive front deflector assembly of claim 2, wherein when in the deployedposition during vehicle movement the rigid upper spine is not in the airflow.
 4. The active front deflector assembly of claim 1, wherein theactuator correlates with vehicle communication networks for commandingoperation of the actuator based upon predetermined conditions.
 5. Theactive front deflector assembly of claim 1, wherein the predeterminedconditions are selected from the group consisting of vehicle speed, winddirection, yaw, and combinations thereof.
 6. The active front deflectorassembly of claim 1, wherein the predetermined condition for deployingthe deflector panel is vehicle speed in the range of at least 30 milesper hour.
 7. The active front deflector assembly of claim 1, wherein thepredetermined condition for retracting the deflector panel is vehiclespeed in the range of less than 30 miles per hour and/or when theactuator senses higher than desired predetermined loads.
 8. The activefront deflector assembly of claim 1, wherein the actuator senses currentspike upon impact at a predetermined force causing circuit override fordeclutching so that the deflector panel moves freely out of the way toprevent damage.
 9. The active front deflector assembly of claim 1,wherein the at least two linkage assemblies each further comprise: acoupler link attached to the deflector panel; a first link, where thefirst link is adapted to attach to the vehicle; a second link pivotablyconnected to the coupler link and first link; and a third link pivotablyconnected to the coupler link and first link; where the coupler link,second link, third link, and first link are at predetermined angles andratios to each other to move the deflector panel between the deployedand a retracted position.
 10. The active front deflector assembly ofclaim 1, wherein, when in the deployed position, an angle between afirst link and a second link of the at least two linkage assemblies inthe deployed position is about 75-85 degrees.
 11. The active frontdeflector assembly of claim 1, wherein the at least two linkageassemblies further comprise a coupler link, first link, second and thirdlink, wherein the length of the first link is about two times the lengthof at least one of said links, and, the second link is about three timesthe length of at least one of said links, and, the third link is about3.875 times the length of at least one of said links.
 12. The activefront deflector assembly of claim 1, wherein the actuator has objectdetection and declutches upon impact at a predetermined force thedeflector panel to rotate freely out of the way to prevent damage,wherein this motion is achieved with the geometry of the linkage systemsand the ratio of the links to each other.
 13. The active front deflectorassembly of claim 1, wherein the actuator is operably connected to thedrive shaft which is attached to said at least two linkage assemblies bya plurality of first links and second links adapted to connect to saiddrive shaft, where rotation of the drive shaft in a first directionrotates said drive links upward causing respective third links andrespective coupler links up and the deflector panel to rise to theretracted position, and wherein rotation of the drive shaft in theopposite direction rotates the first links and second downward causingthe respective third links and coupler links down and the deflectorpanel to lower into the deployed position.
 14. The active frontdeflector assembly of claim 9, wherein each coupler link has a mountingportion connected to a rigid upper spine portion of the deflector panelwith at least one fastener.
 15. The active front deflector assembly ofclaim 1, further comprising at least one attachment bracket connected toeach of the linkage assemblies, wherein the attachment brackets areadapted to connect the active front assembly to the vehicle using atleast one fastener.
 16. An active front deflector assembly adapted for amotor vehicle, comprising: at least one deflector panel including asemi-rigid portion, where the deflector panel selectively deploys andretracts between a stowed position and at least one deployed positionwithin an air flow, where the deployment of the deflector panel improvesaerodynamics by redirecting frontal air flow to reduce front air flow tothe underbody of the vehicle; at least two linkage assemblies attachedto the deflector panel and adapted to operably connect to the vehicle,each linkage assembly forming only a trapezium shape when in thedeployed position; and an actuator including a drive shaft operablycoupled to the at least two linkage assemblies, where the actuator hasobject detection and is in communication with the vehicle andautomatically deploys the deployable panel under predeterminedconditions and automatically retracts the deployable panel whenpredetermined conditions for continued deployment are no longer met;wherein the predetermined conditions are selected from the groupconsisting of vehicle speeds, forces/loads, wind directions, yaw, andcombinations thereof.
 17. The active front deflector assembly of claim16, wherein the at least two linkage assemblies each further comprise: acoupler link, where the coupler link is attached to an upper spine ofthe deflector panel; a fixed base link, where the fixed base link isadapted to connect to the vehicle; a drive link pivotably connected tothe coupler link and fixed base link; and a follower link pivotablyconnected to the coupler link and fixed base link; wherein, when in thedeployed position, the angle between the fixed base link and drive linkin the deployed position is about 75-85 degrees, and, the length of thefixed base link is longer than the length of the coupler link, and, thedrive link is longer than the length of the coupler link, and, thefollower link is longer than the length of the coupler link.
 18. Theactive front deflector assembly of claim 16, wherein the actuator hasobject detection and declutches upon impact at a predetermined force thedeflector panel to rotate freely out of the way to prevent damage,wherein this motion is achieved with the geometry of the linkage systemsand the ratio of the links to each other.
 19. The active front deflectorassembly of claim 17, further comprising at least one tab located on thedrive links that acts as a stop in the retracted position by coming intocontact with a respective upper raised segment of the follower link. 20.An active front deflector assembly adapted for a vehicle, comprising: atleast one deflector panel selectively deployable and retractable, wherethe deployment of the deflector panel reduces drag and improvesaerodynamics; at least two linkage assemblies attached to the deflectorpanel and adapted to connect to the vehicle, each linkage assemblyforming a trapezium shape; and an actuator having a drive shaft operablycoupled to the at least two linkage assemblies, where the actuator hasobject detection and automatically deploys the deployable panel underpredetermined conditions and automatically retracts the deployable panelwhen predetermined conditions for continued deployment are no longermet, wherein the predetermined conditions are selected from the groupconsisting of vehicle speeds, forces/loads, wind directions, yaw, andcombinations thereof; wherein the at least two linkage assemblies eachfurther comprise: a coupler link, where the coupler link is attached toan upper spine of the deflector panel; a first link, where the firstlink is adapted to attach toward the front of the vehicle; a second linkpivotably connected to the coupler link and first link; and a third linkpivotably connected to the coupler link and first link; wherein, when inthe deployed position, the angle between the first link and second linkin the deployed position is about 75-85 degrees, and/or the length ofthe fixed base link is longer than the length of the coupler link,and/or the drive link is longer than the length of the coupler link,and/or the follower link is longer than the length of the coupler link.